Adjustable fuel-injection valve



Nov. 2 1926.

C. H. BUSHNELL ADJUSTABLE FUEL INJECTION VALVE Filed Sept.v l, 1925 mm M 1 v n? `u/ 4.7 y Y -lll l oz. n 2E a 7 4 a 2 PHV z 1 9 y f a 1 z J lm/mm Mmmm Ll 2 a .mm ,,.W|H||= f ,al J n? 7 Y /f j. Ww/f su x 3 4 6 y is used to Patented. Nov. i 2, 1926.

\ UNITED STATES PATENT OFFICE.

CHARLES H. BUSHNELL, 0F SAN FRANCISCO, CALIFOl'NIA.

Application led September 1', 1925. Serial No. 53,841.

My invention relates to improvements in fuel injecting valves for Diesel engines and the like wherein the rate at which fuel is displaced through the'valve into la cylinder may be regulated to suit the requirement of any particular fuel or engine.

The present invention is an improvement upon the valve disclosed in my copending application,l Serial Number 41,690, tiled July 6, 1925, the primary object being to provide a valve of improved construction wherein the regulating means is entirely enclosed within the body of theyalve.

Another object is to provide an improved valve wherein the rate of which fuel is injected may be easily and accurately regulated to obtain the lgreatest possible' eiliciency from the'fuel consumed.

A further object is to provide an improved device wherein regulation is obtained by direct restriction of the fuel passage, thereby obtaining an improved regulation.

A still further object vis to provide an improved device which can be readily adjusted while the engine is in operation.

I accomplish these and other objects by means of the improved device disclosed in the drawings forming a part of the present specification wherein like characters of reference are used to designate similar parts throughout said specification and drawings` and in which,

Fig. 1 is a broken vertical section of my improved fuel injecting valve.

Fig. 2 is an enlarged broken sectional view disclosing the manner in which the fuel outlets are restricted.

Figs. 3 and 4 are transverse sections taken upon the lines 8-3 and)y 4-4 respectively of Fig. 1 of the drawings in the directions indicated.

Referring to the drawings the numeral 1 designate in general the hollow body portion of a valve having a port 2 formed in the lower end thereof and a valve seat 8 formed within the body immediately above the port 2. A valve 4 is mounted with its lower end seated upon valve seat 3 and its upper end extending outwardly through a suitable stuffing gland 6 mounted upon the top of the bo'dy,'said upper end being arranged to be engaged by a rocker arm, not shown, whereby the valve is opened and closed in the well known manner.

A collar 7 is mounted within the lower i' portion of the body 1, said collar being seated upon the seat 3 and having its inner wall spaced from the valve to form an annular passage 8 therearound. The collar 7 is provided with a slightly reduced threaded extension 9 terminating in a further reduced annular flange lport-ion 11 having an inwardly beveled upper edge as at 12. The collar 7 is secured against rotation within the body 1 by means of a dowel 13er other suitable securing means.

A tubular member 14 is mounted within the body 1 around the valve 4, said member having its lower end threaded onto the eX- tension 9 of the collar 7. The inner wall of the tubular .member 14 is spaced from the valve to form a continuation of the passage 8, and the outer wall of the tubular member 1s spaced from the inner wall of the body 1 to form a passage 16. The lower portion of the tubular member 14 is made somewhat larger in diameter than the upper portion and has an annular channel 17 formed thereony to form a fuel reservoir. Openings 18 communicate between the channel 17 and the passage 8 immediately above the beveled edge 12 of the collar 7. 'Air ports 19 communicate between the passage 16 and the passage 8.

A fuel passage 21 is formed in the body 1 to conduct fuel from a tubular connection 22 connected into an extension 23 formed upon the upper end of the body 1 to the space Surrounding the threaded extension 9 and the lower end of the tubular member 14, fuel being introduced under pressure and received yin the reservoir formed' by the channel 17 in the ordinary manner.

An air passage 24 communicates between the passage 16 and a tubular air connection- 26 connected into an extension 27 formed j upon the top of the body 1 opposite the extension 28.

The valve 4 is provided with a squared portion 28 engaging a corresponding opening in the upper end of the tubular member 14 whereby a rotation of the valve will cause the tubular member to be rotated within the body and moved longitudinally therein by reason of the threaded engagement with the collar 7. A second squared portion 29 is formed upon the valve above the stuiHng gland 6 to receive a wrench or other tool by which the valve and tubular member may be rotated.

In operation the body 1 is mounted uponl loo Athe ordinary fuel Valve,

pressure and forced into the cylinder of the` engine. The 'displacement of the fuel is ac.- complished by directing the full air pres'- sure upon the fuel in the reservoir while a slightly reduced pressure is directed through the passage 8 to carry the displaced fuel into the cylinder in the .well known manner, the reduction in pressure being obtained by restricting the passage of air through the air ports 19 to obtain substantially the desired diHere-nce in pressure.

The displacement of fuel from the reservoir 17 must be distributed through a limited degree of piston movements in order to obtain the greatest eiiiciency from the fuel consumed. In ordinary practice valves `have been designed to substantially meet thea requirement of any particular engine and fuel, but no provision has been made for adjusting the rate at which the fuel is displaced or for meeting the different requirements of various grades of fuel when used in the same engine. In my co-pending application above referred to I have disclosed a means for obtaining such regulation by adjusting the difference in air pressure whereby the rate 0f displacement may be regulated to give maximum efficiency from any particular fuel. In the present invention I obtain such regulation by vary-y ing the size of the openings through which the fuel is displaced from the reservoir without altering the differential air pressure by which the fuel is displaced.

In the preferred construction illustrated in the drawings, this is accom lished by rotating the valve 4 and thegtu ular member 14 within the body 1 whereby the tubular member is advanced ory receded along the -threaded extension 9 of the collar 7 depending upon the direction of rotation. Assuming the tubular member to be set in the positon shown in Fig. 1 and in full lines in Fig. 2 of the drawings, it will be noted that the fuel openings 18 are positioned immediately above the beveled edge 12 of the collar 7 and are fully open. If now it is desired to retard the displacement of fuel so that the displacement will be distributed over a greater degree of piston movement, the valve is rotated and the tubular member 14 moved downwardly onto the extension 9. The downward movement of the tubular member causes the lower portions of the openings 18 to be moved opposite the-'flange 11 whereby said. openings are partially closed, as indicated in dotted lines in Fig.

Leoaza 2 of the drawings. In this manner the fuel. openings are restricted so that thevdisplacement of fuel may be retarded to any desired degree. For'a heavy fuel, the openings 18 will be adjusted to afford relatively wide openings. If now the fuel is changed and a lighterfuel Ifused, the openings are restricted so that-the lighter fuel lwill be displaced at substantially the same rate as the heavier fuel is displaced through the larger openings. The movement of the valve 4 is very slight so that the valve may be engaged and rotated to obtain the adjustment desired while the engine is in operation.

n the improved construction illustrated, it will be noted that the operative elements are entirelyenclosed within the body of the valve, thus obtaining simplicity and effectively protecting the operative elements. The openings 19 are designed to give an effective difference in air pressure which will remain unchanged during subsequent adjustment of the fuel 'openings 18. rIhe openings 18 are preferably arranged tangentially with respect to the passage 8 as this arrangement obtains a more eiiieient mixing of the fuel and air during the movement of the same into the cylinder.

Vhile I, have illustrated and described what I now consider to be the preferred construction of my improved valve, the specific details of ^construction and carrangement may of course be modified in a great number of ways without departing from the spirit of my invention. I therefore do not wish to restrict myself to the specic dctails shown, but desire to avail myself of all modifications which may fall within the scope of the appended claims.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is 1. A fuel valve for Diesel engines comprising a body arranged to be connected to a cylinder, said body `having an air passage, a fuel reservoir arranged to receive acharge of fuel, and outlet lopenings communicating lbetween the reservoir and the air passage; a needle valve slidably mounted within the body and arranged to alternately open and close a port communicating between the air passage and the cylinder; means for displacing the fuel from the reservoir through the outlet openings into the air passage; and means for varying the size of sald outlet openings to regulate the rate of flow of the fuel into the air passage.

2. Afuel valve for Diesel engines comprising a body arranged to be connected to a cylinder, said body having an air passage, a fuel reservoir arranged to receive a charge of fuel, and outlet openings communicating between the reservoir and the air passage; a needle valve slidably mounted within the air passage and arranged to alternately open and close a port communicating betweenI the air passage and the cylinder means for displacing the fuel from the reservoir through the outlet openings into the air passage; and means adjustable while the engine is in operation for varying the size of the outlet openings to regulate the rate of flow of fuel into the air passage. v

3. A fuel valve for Diesel engines comprising a body arranged to be connected to a cylinder, said body having an air passage, a fuel reservoir arranged to receive a. charge of fuel, and outlet openings communicating between the reservoir and the air passage; a needle' valve slidably mounted within the air passage and arranged to alternately open and close a port communicating between the air passageand the cylinder; means for displacing the fuel from the reservoir through the outlet openings into the air passage; and means slidably engaging the needle Valve and arranged to be adjusted by a rotation of said valve for varying the size of the outlet openings to regulate the rate of flow of the fuel from the reservoir into the air passage.

4. A fuel valve for Diesel engines comprising a body afranged to be connected to a cylinder; a needle valve mounted within the body; a tubular member mounted within the body and around the valve and forming air and fuel passages within the body, vsaid tubularmember having a fuel reservoir formed therein and outh j communicating with said reservoir wla-,reby the fuel may be displaced into the cylinder by air pressure; and means adjusted by a rotation of the tubular member within the body for regulating the rate at which the fuel is displaced from the reservoir.,

5. A fuel valve for Diesel engines comprising a. body arranoed to be connected to a cylinder; a'needle va ve mounted Within the body; a tubular member mounted Within the body and around. the valve, the inner and outer surface of said tubular member being spaced from the valve and from the body to form fuel and air passages, said member having an annular channel forming a fuel reservoir and a plurality of outlet openings communicating between the channel and the inner passage; air pressure means for displacing fuel from the reservoir; and means for regulating the size of the outlet openings wh-ereby the rate at which fuel is displaced may be regulated.

6. A fuel valve for Diesel engines comprising a. body arranged to be connected to a cylinder; a needle valve mounted within the body; a collar seated within the lower portion of the body; a tubular member mounted within the body and having its lower `end threaded onto the collar, the inner and outer surfaces of said tubular member-being spaced from the valve and the body to form'air and fuel passages, said member having an annular channel, forming a fuel reservoir, and a plurality of outlet openings communicating between the channel and the inn-er air passage; air pressure means for displacing fuel from the reservoir; and means for rotating the tubular member for advancing or receding said member relative to the sleeve whereby the size of the `outlet openings may be adjusted to regulate the rate at which' fuel is displace 7. A fuel valve for Diesel engines com prising a body arranged to be connected to a cylinder; a needle valve mounted within the body; a collar seated within the lower portion of the body and provided with an annular flange upon the upper edge thereof; a tubular member mounted within the body and having its lower end threaded onto the collar, the inner and outer surfaces of said tubular member being spaced from the valve and the body to form air and fuel passages, said member having an annular channel, forming a fuel reservoir, and a plurality of outlet opening formed adjacent the upper edge of the flange and communicating between the channel and the inner air passage; air pressure means for displacing the fuel from the reservoir; and means for rotating the tubular member for advancing or receding said member relative to the sleeve whereby the outlet openings may be moved relative to the flange to vary the size of opening and thereby regulate the rate at which fuel is displaced from the reservoir.

In witness whereof I hereunto set my signature.

CHARLES H. BUSHNELL. 

